Download THE USER'S GUIDE FOR THE AUTHORS

Traian MAZILU
10
the two resonance frequencies, at 46 m/s and 81 m/s respectively, when the passing frequency equals the
own wheel/track frequencies.
Fig. 3.8.
Fig. 3.9.
Fig. 3.10.
Fig. 3.11.
When the rail is affected by the short corrugation, the excitation frequency of the wheel/rail system
takes places in the middle and high range for usual velocities of the modern railway networks. For instance,
fig. 3.10 displays the results from the numerical simulation that considers a wheel rolling at 60 m/s over a
short corrugation which has wavelength of 100 mm and amplitude of 20 μm. The wheel/rail vibration occurs
at the frequency of 600 Hz and the wheel amplitude is significantly lower than the rail amplitude at contact
point due to the high wheel inertia.
Fig. 3.12.
The time evolution of the contact force is not symmetric around the static load due to nonlinearity of
the Hertzian contact (fig. 3.11). Actually, the contact force increases to an amplitude of 17.17 kN and
decreases to an amplitude of 16.81 kN. The spectrum of contact force has super-harmonic components and
the second harmonic is of significant magnitude comparing to the precedent case.